US1435565A - Electric-brake controller - Google Patents

Description

E. B. THURSTON.

ELECTRIC BRAKE CONTROLLER. APPLICATION FILED NOV, 29. 19l8.

1,435,565, Patented Nov. 14, 1922.

. 2 SHEETSSHEET l. FIG. 1-

FIE-5 E. B. THURSTON.

ELECTRIC BRAKE CONTROLLER. APPLICATION FILED NOV. 20,- l9l8,

Patented Nov. 14, 1922.

2 SHEETSSHEET 2.

residing at Toledo, Lucas, County,

Patented Nov. 141, 19221.

hilt

ERNEST BQTHURSTON, OF TOLEDO, OHIO, ASSIG-NOR TO THE HAUGHTON ELEVATOR &

MACHINE (30., OF TOLEDO, OHIO, A CORPORATION OF OHIO.

ELECTRIC-BRAKE CONTROLLER,

T0 all whom it may concern:

Be it known that I, ERNEST B. THuRsroN, a citizen of the United States of America, Ohio, have invented new and useful Electric-Brake Controllers, of which the following is a specification.

This invention relates to electric controlling mechanisms, especially for alternating current circuits.

This invention has utility in connection with gradual current flow change, particularly inassociation with aswitc'h, as in elevators.

Referring to the drawings:

Fig. 1 is a wiring diagram of an embodiment of the invention as a slow up-stop apparatusfor rendering more easy and accurate bringing of high speed alternating current driven elevators under differing loads to proper landing positions;

Fig. 2 is an enlarged detail ofthe con troller; and Y Fig. 3 is a wiring diagram, similar to Fig. 1, with supplemental retarding features in the controlling mechanism, as well as polyph ase adaptation thereof.

The alternating electric current motor 1 is mounted on drive shaft 2 carrying brake,

drum 3 embraced by a pair of opposing brake shoes 4 normally thrust into holding.

positionbya spring 5 to hold the member 3 as'a brake from rotation when the motor 1 is cut oil from driving. The shaft 2 carries agworm 6 in mesh with worm wheel 7 on shaft 8 carrying drum 9about which passes hoisting cable 10 extending down the elevator shaft to car 11, movable tovarious landings 12. The cable 10 in its opposite direction from the drum 9,'passes about guide pulley-13 to counterweight 14.

In the car 11 is a controller or handle 15 for manual operation in effecting car travels and stops. This controller 15 is pivotally mounted on the bearing 16 and carries a contact 17, which in normal upright or central position forthe handle 15, bridges be" tween terminals 18, 19 connected by line 20.

Upon shifting the handle 15 to the right, the contact 17 moves away from the terminal 18, but so travels as to close circuit between terminals 19, 21. In the electric cable to the car 11 is line 22 from the terminal 19, extending past emergency or terminal safety -moves against terminals 44, 45,

switch 23 to supply line 24. From the terminal 21 in the same flexible cable to the car 11, extends line 25, past safety switch 26 to 0011127, and thence to terminal 28 to which supply l1ne29 extends. The coil 27' thus energizes the main switch for lifting con tacts 30, 31. The contact 30 is thus moved to close circuit between that supply line 34 is line 35 to the motor contact 31 moves against terminals 28, 36, to close circuit therebetween.

(As the handle 15 is shiftedstill further to the right, the contact 17, still against terminals 19, connected by line 38, past safety switch 39,

terminals 32, 33, so connected to power 1. Simultaneously the 21,'also comes'to terminal 37 to direction switch coil 40 connected by line 41 to the terminal 28 for current flow with supply line 29. Considering the coil 41 as forthe up direction switch, as thus energized, it lifts contacts 42, 43.- The contact 42 and power I current supply from the line 29, to the terminal 28, past contact 31, to the terminal 36, may be had by line 46 to the terminal 45, and thence by the contact 42, to the terminal of line 49 to the .motor the third line to the motor 1 is closed for cur- .rent flow from the linev 24 by line 50 to ter- The motor 1 is accord- 44,. for line 47 to terminal .48 and by way 1. Simultaneously from its brake holding means. The current i from the supply line 29 by way of conductors 28, 31, 36, 46, 45, 42, to the terminal 44, may

'be'connected by line 54 to running brake switch coil 55,from which extends line 56 to terminal 57, line 58, by way of conductors 52, 43, 51, 50, to complete circuit from the supply line 24 in energizing therunning brake switch coil 55 for lifting contacts 59,

'60. From the supply line 34, by way of conductors 33, 30, 32, a line 61- extends to terminal 62 against which the contact 59 is thrown for completing the circuit through terminal 63. line 64 to coil 65 at brake 1nag- .net 66, and thence by line 67 to terminal 63 abutted by contact 60, also engaging ter- .minal 69 connected by line 70 to the terminal 51, having the line 50 connect it with the supplyline 24. The third path ofthe circuit for the brake magnet 66, is fron'rthe power line 29, by Way of terminal 28, contact- 31, terminal 36,,linei7l, to brake coil 72 connectedto the linef67. The brake magnet 66- is thus energized for drawing together at the top against the throw out action of the" spring 5, and so the brake shoes 4 are released from the brake din-m3 as the motor 1.

is started to move the elevator 11 upward.

As the elevator car-11 in its-travel ap proachestafloor or landing 12, the arm 15 mayibeiimoved centerW -ard, or to have its Contact 1 7 get awayfrom the terminal 37,

the" toil: 40l1is. de energized, and the motor 1 discontinuesits driving action; The running fbrake-switch coil 55' is also de-energized, changingthe stronger polyphase holding of thebrak'e during -runningof the elevator as actuated by the motor- 1, to single' phase: b conductors" 29, 28, 31,36; 71,- 72, 65, 64, and from-the terminal 63 by line 7 3 toreactanee coil 74 of car carried magnet 7 5'1hav'ingits magnetic circuit resistance-varid byfltheshiftablemeans 7 6 changing' the aii gap therein, said means being shown asdirectly. connected to the handle 15 for movement therewith.- 7 Fromthe coil 1 7 4 extends line 77- to the terminal (32,and-by conductors1621;:32, 30,233, to "supply line 34, for the" main line switch coi 'l 27 is still energized: It'is t o be notedthe running-brake switch'coilfi55, when energized, has the con tact 595short5out'the coil 7 4.

Wlien the handle 15' has shifted the conta'ctt 17 justl'clear'of the terminal 37,*it is still-(at quitean anglerfrom its'central position,.xandu the: laminated shiftable means 7 6 considerable-air gap in"themagnetic circuit ofithisusecOnd or car carried magnet. The single 1 phase current -through the coil 1 7 4- is thus considerable and as it his in series with thebrake magnet coils-'65, 72, the ampere tlfe=inactive central position may be slowed up or hastened. by the operator, and thereby the" current consumption of the coil 74 re dufced; This'treduction of thecurrent flow in the coil 74,..likewise reduces the ampere turnsholding actionof the coils 65, 72, not by '-a-.step' by step action, but gradually, so

asi'rtliemagnetrt'ioweakens there is in like 'the polyphase holding durin car The. action of the coil 1 74 tends to rate a holding of the shoes 4 by the spring 5 against the drum 3 to preclude overhauling' of the motor by the traveling cart In practice this means, the operator may have a highspeed traveling alternating current driven elevator with heavy or light load, and upon shutting ofiof the actuating motor, thehandle15 may be so shifted as to gradually apply the shoes 4, and thus Without any jerking orconeussion bring the car smoothly and easily to an accurate landing position. When the contact 17 is moved centerward away from the terminal 21, the main switch coil 27 isde energized an'd cnr-- rent flowi isthus'entirelyout ofii'*-from-the'= coils 74, and65, 72, I

For efi'ectingdownward-travel of theoar 11, opposite shifting of the contioller han dle 15' is had. As the 'contact 17 moves away from-the teriii-inal'19, currentffiow for energizing the main switch (1011 27- is sup-" plied,'-by the contact 17 now extending to terminal 78', connected byline 7 9' t'o'the ter-' minal 19; The further-shifting of' the controller handle 15 for reversing two of'the power lines to the motor"1,- and thuschanging "its direction of driving rotation, brings the'contact 17 to terminal8O,- havingline 81 extendingpast safety switch 82"t o tlown wardtravel direction 1 switch coil'83". The energized coil 83, has its circuit completed by line 84, andby Way of conductorsh41; 28, to the supply 1ine 29.-

The coil 83 lifts contacts 85, 86. *The con tact 85 efiectsclosin'g' ofpowencircuit froin the linev24, by conductors 50,- 5:1", andaline' 87 to the terminal 88, i and from thencei by. the terminal 48 and the line 49 to the motor 1. The contact '86 effects closing ofi'povver circuit from the line-. 29 bly conductors'28, 31, 36, 46, 45, andaline 8.9 to terminaLQO, and from thence =hy'the terminal57, line=58,l

terminal x52, and the line 53"to"the motor '1;

Simultaneously with: the supply of 'powerr' current to the motor 1, rthewelectromagnetic brake is released, as described'in connection with theup-travelof the-canll. In the...-

shutting off of driving power for stopping the descending car 11, the movement'fofithe handle 15 away from the terminal1 81, testablishes the same conditions. for single: phase switch, as is possible:in the ascendingrcar,' forltheterminals 7 8 and 21 are connected.

There may bean interlocking control in brake holding, witlicmanually controllable dwindlingcurrenta" to full shnt ofii of: the

the apparatusfor rlagging. or; retarding'the full action of the runningbrake switch so the lcar' 11 may travel Without"brake' intei ference for a distance,'.'shouldsuch" be desired, as shown inFig. 3. Here the shifting; of the controller contact 17 to the terminal 21: 60111160138111)"the- 11116:25 past switchr26, to terminal91,-iconnected'by line592. to terminal 93, which V latter" is connected 'by. line 94 to terminal 95. There is thus far no energizing of any coil, and accordinglyno throw of any remote controlled switch.

The further shifting of the controller con-- tact 17 to the terminal 37, connects up the line 38, past the switch 39, to the up-direction coil 40. This lifting of the contacts 42,

43, also lifts contact 96, "for shorting between the terminal 93 current flow by way of line 98, terminal 99, and line 100 to energize the coil 27, and thereby giving a retarding closing of the main line switch as to the direction switch. Besides completion of the power brake circuits for upward travel of occurs from the lifting of the switch by the coil 27, a movement of contact 101 for shorting between the terminals 91, 99. This insures a holding of the main line switch in after the controller contact 17 has left the terminal 3? for shutting ofi driving actua: tion of the motor 1. The retarded throwing in of the main line switch by the coil 27 on starting, precludes other than quick release of the shoes 4 from the drum 3, as the motor 1 takes hold for driving operation.

Accordingly for stopping the upward travel of the car 11, the movement of the controller contact 17 off the terminal 37 cuts out the motor from driving, but does not directly apply the brake thereto. The momentum of the traveling parts may thus be spent in slowing up the car, and the duration of the slowing up may be limited manually by completing the throw of the controller 17 to clear the contact 21. In practice hereunder this handling of converting the brake from polyphase to single phase and then further reducing the holding action by gradually weakening the single phase holding, has been worked out with no chatter trouble. The downward travel is analogousto that for lifting, but in energizing the coil 83 by circuit from controller terminal 80, down switch coil 83, lifts with the contacts 85,86, a contact 102, shorting between the terminal 95 and terminal 103, connected by line 104 to the terminal 97, for circuit completion to the main switch coil 27 as in the up travel.

While this diagram as described in its application to Fig. 3 may be complete and fully operative, additional wiring is shown therein for operating the brake magnet as polyphase during its dwindling before being switched off, and this is accomplished by the provision of an additional coil 105 adjacent the coil 74, coacting therewith as the coils 65, 72 coact at the brake magnet, for with the two coils at the brake there is more uniform pull, and likewise the pull at the controller is more uniform with the two coils than with the one. Lines 106, 107, from the coil 105 extend respectively to the terminals 68, 69, to have the circuit from supply and terminal 97 for the car 11, there line 24 therethrough shorted for cutting out the coil 105 when the running brake'switch coil 55 is energized, by the contact 60 acting between these terminals 68, 69, in a manner analogous to the action of the contact 59 as to the coil 74. Accordingly in the installa tion having coils 105 and 74 for the reactance or air gap varying means 76, there is no pulling 0E ofthe brake magnet coils 65, 72, from polyphase to single phase, but the weakening is gradual. There is more current through the coils 105, 74, as the controller contact 17'leaves the terminal 80 or the terminal 37 in its movement toward switch cutting out or central position, and this current is uniformly reduced until only acting as single phase, with no abrupt change. The electromagnetic holding of the shoes 4 off the drum 3, thus allows the springs to gradually come into full braking position after the motor 1 discontinues driving action. There is further no trouble from possible brake chattering due to this polyphase action throughout.

. With a minimum of mechanical complication, there is provided herein by simple electric controlling mechanism the maximum range of slowing up or flexibility in power control from a maximum to full cutting off. This opens up the fields of high linear travel rate and first class passenger travel installations of elevators to alternating current electric operation with quiet operation at all times for quick accurate stopping without bumping or jerking in responding to the most exacting requirements.

Vhat is claimed and it is desired to secure by Letters Patent is:

1. An elevator, a brake therefor, means normally setting the brake into elevator holding position, acoil for releasing the brake against the action of the brake holding means, motor for the elevator. a controller for the motor, a coil at the controller in series with the brake coil, and means shiftable with the controller in movement toward off position to act upon the controller coil for decreasing current flow therethrough thereby to reduce the holding action of the brake coil.

2. A brake, means normally setting the brake, a coil for releasing the brake against the action of the brake setting means, a controller for deenergizing the brake coil, and means shiftable with the controller in its deenergizing direction travel reducing the current in the brake coil before cutting out said coil.

3. A brake. means normally setting the brake, a coil for releasing the brake against the action of the brake setting means, a controller for deenergizing the brake coil, a

brake switch operable for energizing the coil and affected by the controller for deenergizing the brake coil, and means shiftable with the controller in its deenergizing direction travel reducing the current in=thebrake coil before cutting out said 0011;

4. Gradual settlng meansfor an electromagnetic brake for an elevator embodying a coil for energizing the brake into releasing position for the brake, and an elevator controller having an armature and a coil ina normally set brake, a coil for re-- leasing the brake, a switch for cutting 1n the b-rake'coil, e' controller" for the brake coil,-

as the controller opens the brake coil switch to operate said controller coil'in series with the brake coil as an increasing resistance for gradually reducing the holding action of the-'brakecoi-l in slowing up the application of the brake.

In Witness whereof I afiix my signature ERNEST B; THURSTON. 1

Images